3MDM0082 04 Drawings

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Power Conversion
EXTERNAL REPORT
ON
GENERAL BRAKING RESISTOR OPERATING ON MV7312
FOR LNG
Change Number:
Author: LAGARDE Victor
Design Office: SD-Belfort
Reason for new issue: Initial Issue
©COPYRIGHT 2012 GE ENERGY (USA), LLC AND/OR ITS AFFILIATES. All rights reserved. The information contained
herein is GE Energy Power Conversion Proprietary Technical Information that belongs to the General Electric
Company, GE Energy (USA), LLC and/or their affiliates, which has been provided solely for the express reason of
restricted private use. All persons, firms, or corporations who receive such information shall be deemed by the act
of their receiving the same to have agreed to make no duplication, or other disclosure, or use whatsoever for any,
or all such information except as expressly authorized in writing by the General Electric Company, GE Energy (USA),
LLC and/or its affiliates.
Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

DocRef : 4BKM0287 Revision : 00
File : / 4BKM0287_00 - General Braking Resistor Operating on Date : 19 oct 12
MV7312.docx Page : 1/13
©COPYRIGHT 2012 GE ENERGY (USA), LLC AND/OR ITS AFFILIATES. All rights reserved. GE Energy Proprietary Technical Information
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CONTENTS
1. PURPOSE.......................................................................................................................................................... 3
2. CHOPPER SUPPLY PRINCIPLE ....................................................................................................................... 3
3. GENERAL DESCRIPTION OF BRAKING RESISTORS .................................................................................... 4
4. ELECTRICAL CHARACTERISTICS................................................................................................................... 4
5. OPERATING MODES ....................................................................................................................................... 5
6. BRAKING SEQUENCE ..................................................................................................................................... 6
7. BREAKING RESISTANCE SIZING ................................................................................................................... 7
7.1 MAXIMUM OF POWER DISSIPATION ........................................................................................................................ 7
7.2 POWER DISSIPATION DURING A BRAKING SEQUENCE................................................................................... 8
8. BRAKING RESISTORS PROTECTION ............................................................................................................. 9
9. SPEED AND TORQUE DURING BRAKING SEQUENCE .............................................................................. 10
9.1 MAXIMAL SPEED TO START A BRAKING SEQUENCE ...................................................................................... 10
9.2 TORQUE LIMITATION .................................................................................................................................................... 10
10. BRAKING RESISTOR CABLING .................................................................................................................... 11
11. CONCLUSION ................................................................................................................................................ 12
MODIFICATION RECORD ..................................................................................................................................... 13

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1. PURPOSE
The aim of this document is to describe the general sequence of braking resistors.
2. CHOPPER SUPPLY PRINCIPLE

The supply of the resistor is a chopper consisting of IGBT and the voltage waveform is therefore
consisting of pulses. Choppers are on when there are there are over voltages on the DC bus.
Fig 1 : Chopper arrangement drawing with braking resistor
The two braking resistors in serial are installed in the same cabinet.
The middle point between the two resistors is fixed to a terminal in order to be connected to the middle
point of the converter DC bus.
Fig 2: Current and Voltage waveforms in the resistor

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3. GENERAL DESCRIPTION OF BRAKING RESISTORS
Braking resistors are installed in cubicles of each propulsion converter. At the top of the cubicle, an
integrated air/water heat exchanger is in charge of the heat dissipation.
This resistor is designed to accept high power during a short time. The energy is dissipated inside the
resistor. The heat exchanger extracts the energy with a slow process.
To avoid huge energy dissipation and overheating, the activation of the resistor is managed as follows:
- If zero speed or speed inversion is requested, the activation of the braking chopper is allowed under
a threshold speed (for example 0,4pu during manoeuver)
- If Crash Stop is requested:
 With Two Motors running: The activation of the braking Chopper is allowed under a threshold
speed (0,5pu of the rated speed for example).
 With One Motor running: The activation of the braking chopper is allowed under a threshold
speed (0,45pu of the rated speed for example).
4. ELECTRICAL CHARACTERISTICS
Each converter is composed of one separate insulated resistor blocks and each block consists of two
serial one-phase resistors connected together to the neutral point. The following values give the
resistors characteristics for MV7312.
Fig 3: Resistors configuration for MV7312
- Nominal voltage for the two resistors in serial : 5500 V DC (2750V for each resistor)
- Maximal voltage for the two resistors in serial : 6000 V DC (3000V for each resistor)
- Resistor value at 45°C (of one blocks) : 8.2 (2x 4,1)
- Overall tolerance of resistance value : - 0 / +10%
- Maximal resistance in hot temperature condition : < 130 %
- Tolerance between the two resistors in series : < 3 % for the temperature range
- Maximal energy to dissipate per braking : 45 MJ (2 x 22.5 MJ)
- Time per braking : 20,45s
- Power peak : 4,4 MW

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5. OPERATING MODES
The use of braking resistor can be separated in two operating modes: maneuver and crash stop.
During maneuver, the peak braking power is lower compared to the crash stop but the period is longer
and the time between two braking can be lower. In this mode, the energy dissipated by the resistor is
calculated in order to protect the resistance and limit the energy dissipation.
Pictures below show the possible evolution of the power and the current during the crash stop (blue
curves) and during maneuver (red curves).
Crash Stop
Maneuvering
Fig 5: Power dissipation
Crash Stop
Maneuvering
Fig 6: Current in braking resistors

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6. BRAKING SEQUENCE
The diagram below explains the normal braking sequence:
Fig 7: Power evolution
In a normal braking:
 From 1 to 3, motor torque decreases following the maximal torque ramp (1pu/s). The speed
controller imposes the speed ramp
 From 3 to 4, motor torque is maintained to 0: This is the freewheeling phase. This step can by
cancelled during the crash stop.
 From 4 to 5, motor torque is inversed when speed is equal to about 0.5pu. Torque is then limited
by the converter torque curve and the braking limitations (See section 8.1). During this phase
energy is injected to the Dc bus.
When the torque becomes negative, the power becomes negative (from 4 to 5) and, the energy
recovered from the propulsion motor is injected to the DC bus. If DC Bus voltage exceeds 1.16pu, the
energy will be injected into the braking resistance. A chopper will be used for that.

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7. BREAKING RESISTANCE SIZING
The sizing calculations are made for several typical ships in worst cases, then standardized for each
drive type. In the case of the MV7312, braking resistors can dissipate 45MJ.
The resistor is then a part of the converter.
7.1 MAXIMUM OF POWER DISSIPATION

From 0,5pu of speed to 0pu, the speed decreases linearly according to the deceleration slope. In order to
consider the worst case we consider, during this time, a constant torque equal at the torque limitation.
The consequence is that the power decreases linearly according to the diagram below:
Fig 4: Power decreasing

With:
The max energy dissipation (Emax ) is calculated by :
Using characteristics described on part 4 it is possible to calculate the power peak:
This design is standard for all the MV7312 converters and is corresponding to the worst case. In the next
chapter the energy is calculated for a LNG project.

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7.2 SAMPLE OF POWER DISSIPATION DURING A BRAKING SEQUENCE

The propulsion control is enabling regeneration into the braking resistor from 0,5pu of speed for a 0,5pu
of torque limitation. The worst case for the sizing is therefore a power of:
The power peak on braking resistors is 3,315MW which is lower than 4.4 MW peak calculated in the
design.
The deceleration slope is fixed at -2,667rad/s, so the time to stop the shaft line is:
In this case the energy is:
The energy dissipate on braking resistors is 24,86MJ which is lower than 45MJ calculated in the design.
So with a below power for the used propulsion motor, the dissipated energy will be less than this
calculated value. So the braking resistor associated to drive converter is designed for our application.

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8. BRAKING RESISTORS PROTECTION
The monitoring of the resistors temperature is managed by:
- A mathematical model implemented in the control of the converter which calculates the
temperature in the core of each resistor.
The temperature is calculated according to the energy injected in the resistor and its thermal inertia.
This model generates 2 alarms:
 Resistor High Temperature: 300°C
 Resistor High High Temperature: 350°C
- A PT100 temperature sensor, located between the resistors and the hydro cooler, which measures
the air temperature in the resistor frame.
2 alarms are generated:

 Air High Temperature: 250°C
 Air High High Temperature: 300°C
During normal braking sequence, the resistors faults have the following effect on the propulsion:
 Air High Temperature: Alarm display
 Air High High Temperature: Alarm display and limitation at 1/3 of the rated torque in
regeneration mode.
 Resistor High Temperature: Alarm display and limitation at 0 torque in regeneration mode.
 Resistor High High Temperature: Trip of the propulsion.
When a crash stop is requested, the only difference with a normal braking is the torque limitations, for a
high high temperature, are bypassed. Alarm and trips are kept as for a normal braking.
All temperature thresholds are defined by the resistor manufacturer.
8.1 RESISTOR MATHEMATICAL MODEL

During braking sequence, resistors are warmed up and their internal resistor changes. A mathematical
equation is used to estimation their resistance in real time:
))
With:
)
)
)
Measuring the electrical power dissipated by the resistor and a thermal model (not detailed here but
verified during sea trials) the resistance temperature is calculated.

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9. SPEED AND TORQUE DURING BRAKING SEQUENCE
9.1 MAXIMAL SPEED TO START A BRAKING SEQUENCE
As explain in chapter 6, the braking sequence starts when the speed of the ship is equal or lower than
0,5pu for example. These values haves been defined, after simulation, to find the best compromise
between the power dissipated in the braking resistors and the stopping distance.
9.2 TORQUE LIMITATION
Power system (converter and motor…) and mechanicals system (gear box boat propellers…)
characteristics give the Torque=f (Speed). During the braking sequence torque is limited to not damage
the shaft line equipment. The curve for the torque limitation as shown on the following figure:
Fig 8: Torque limitation
Limitation curves are implemented in the controller.

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10. BRAKING RESISTOR CABLING
Using data of part 7.1, it is possible to define the current maximum on braking resistors:
√ √
As explain part 7.2 , in the worst cases, the torque is constant. In this conditions, the power decreases
linearly and the current decreases using the relation see upside. Figures below show the evolution of the
power and the current during a braking sequence.
Fig 9: Power and current evolution
The current average, calculated using the current curve, is equal to 488A.
To define the section of braking resistors cables, an adiabatic study is done:
√
( )
With:
)
)
√
( )

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So, cables preconized are 6/10kV 70mm² copper cores XLPE insulated with a permanent using
temperature of θf≤90°C
With these wires, the time maximum of conduction, to arrive to 55°C in adiabatic condition, with a 488A
current is:
( ) ( )
( ) ( )
The maximum time of conduction of braking resistors to arrive at 55°C is 37s which is higher than 20,25s
define in the design.
With these wires, the time maximum of conduction to arrive to 90°C, in adiabatic condition, with a 732A
current is:
( ) ( )
( ) ( )
The time maximum of braking resistors conduction to arrive at 90°C is 70s with a permanent current
equal at the current peak. This case must not arrive because the current decrease during the braking
sequence, but these wires can support this solicitation.
The sizing of the wire is realized for the worst case, and calculations upside show there are a margin in
all cases.
So with a below power for the used propulsion motor, the current in cable will be less than this
calculated value.
11. CONCLUSION
The using braking resistor allowed power dissipation over than required in case of braking maneuver.
The maximal current flow in cables is less than used cables. And the temperature is below than maximal
temperature acceptable by cables.

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MODIFICATION RECORD
Revision Date Author Details

00 19 oct 12 LAGARDE Victor Initial Issue


3MDM0082 04 Drawings

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GENERAL BRAKING RESISTOR OPERATING ON MV7312

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

2. CHOPPER SUPPLY PRINCIPLE

Fig 1 : Chopper arrangement drawing with braking resistor

Fig 2: Current and Voltage waveforms in the resistor

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

Fig 3: Resistors configuration for MV7312

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

Fig 5: Power dissipation

Fig 6: Current in braking resistors

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

Fig 7: Power evolution

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

7.1 MAXIMUM OF POWER DISSIPATION

Fig 4: Power decreasing

The max energy dissipation (Emax ) is calculated by :

Using characteristics described on part 4 it is possible to calculate the power peak:

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

7.2 SAMPLE OF POWER DISSIPATION DURING A BRAKING SEQUENCE

In this case the energy is:

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

2 alarms are generated:

8.1 RESISTOR MATHEMATICAL MODEL

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

Fig 8: Torque limitation

Limitation curves are implemented in the controller.

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

Fig 9: Power and current evolution

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

Revision Date Author Details

Author : LAGARDE Victor CLASS II (GE INTERNAL NON-CRITICAL)

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